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THE CUSTOMER MAGAZINE OF DB SCHENKER RAIL
ISSUE 03 | 10
Oranges for the UK
DB Schenker Rail runs a weekly service to supply the UK with
fresh fruit and vegetables from Spain. Page 08
Rub here
PULP TRANSPORTS
Fripa paper mill
commits to rail.
Page 24
BRITISH RAIL FREIGHT OPERATOR
DB Schenker Rail (UK) intends
to strengthen position.
Page 26
INTERMODAL TRANSPORT TERMINAL
Development of Duisburg
terminal complete
Page 31

Focus
Fresh in the shops: Spanish oranges
reach England within 50 hours thanks
to DB Schenker Rail.
02 | RAILWAYS

„Think Europe“ – Think Networking
Western Europe has a close-meshed logistics network that is unparalleled anywhere
in the world. Nevertheless, many people fail to realise the important
role played by rail when it comes to supplying everyday goods. The fruit and
veg counters of English supermarkets, for example, would remain empty if the weekly
train bringing fresh produce from Spain failed to arrive. DB Schenker Rail (UK) and the
British forwarding company Stobart have equipped this train with cutting-edge technology
to ensure that oranges and lettuce reach their destination in perfect condition
after the long journey.
However, it is not only the technical aspects which are crucial for the success of this
transport, but also the organisation. Offering a through train from Spain to England via
France handled by one single operator is only possible because of the Europe-wide network
that has been established over the past few years.
DB Schenker Rail (UK) is meanwhile market leader in the United Kingdom, one of the
largest rail freight markets in Europe. The innovative products and strong customer
focus of our British subsidiary enable it to operate successfully and win new customers
time and again in a fiercely competitive environment.
Our customers come from almost all sectors of industry and many of them wish to serve
the entire European market. No matter whether automotive components, entire industrial
plants or oranges: DB Schenker Rail accompanies their products across all national
boundaries.
Photos: Nick White/Getty Images,DB Schenker
Sincerely,
Karsten Sachsenröder
Member of the Management Board
DB Schenker Rail
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Content
08
Fresh food transports
Europe’s longest rail connection operated by a single carrier stretches
from Valencia to London. The refrigerated train supplies Britain with
fresh fruit and vegetables from Spain every week.
Customers & Projects
16 Autoclaved Aerated Concrete Plant
Transport of an autoclave to the northeast
of Greece
18 Waste Logistics
Waste transports for the Joint Waste Management
Authority of Southeastern Bavaria
[Zweckverband Abfallverwertung Südostbayern]
20 Gypsum Transports
150,000 tons a year of FGD gypsum for
BBG Stadtoldendorf
22 Steel Girders for Transrapid
An assembly component weighing 142 tons
travels from Bavaria to Emsland
23 Slip Ring
DB SCHENKERrailog carries heavy
equipment to Thessaloniki for Speno
23 Car Parts to Poland
International transport contract awarded
by Opel
24 Cellulose Transports
Fripa paper mill commits to rail
06 News
34 Save the Date, Impressum
35 On the Move
Markets & Innovation
26 United Kingdom
DB Schenker Rail (UK) intends to
strengthen its position on the island
28 Combined Transport
The intermodal division of DB Schenker
Rail benefits from upturn in transport
sector
29 European Alliance
Xrail introduces new quality standards for
single wagon transport
Company & People
30 Porsche Supplier Award
Award for intermodal logistics services
31 Intermodal Transport Terminal
Second development phase of Duisburg
container terminal completed
32 Container Train
The “Moscovite” links Duisburg with
Moscow
Photos: Horst Friedrichs, Joe Cornish/Arcaid/laif, DB AG/Michael Neuhaus
04 | RAILWAYS

Fresh Food Transports 08
United Kingdom 26
Intermodal Transport Terminal 31

News
NOTTINGHAMSHIRE/UNITED KINGDOM
Awards for employee qualification
DB Schenker Rail (UK) has won two prizes for its vocational
training programmes at the Employer Engagement Awards
presented by West Nottinghamshire College.
On March 2010, the company won the coveted Employer of
the Year Award for its commitment to staff qualification and
in-house basic and advanced vocational training. Moreover,
Sean Levell, Production Manager at DB Schenker Rail (UK),
also received the Lifelong Learning Award. As a consultant for
the British vocational training programme NVQ, he played a
part in making the DB Schenker rail depot in Leicester the first
depot to be staffed exclusively with train drivers who have
NVQ qualifications.
BERLIN/GERMANY
DB Schenker Rail and Papierfabrik Palm Win Prestigious
2010 Cooperation Award
The “2010 Award for Cooperation in Transport and Linguistics” advertised annually by the
Federal Association for Economics, Transport and Logistics [Bundesverband Wirtschaft,
Verkehr und Logistik BWVL] and the Deutsche Logistik-Zeitung DVZ was presented this
year to DB Schenker Rail and Papierfabrik Palm. The jury was won over by the joint logistics
concept put forward by both companies for supplying Palm’s power plant at the paper mill
located in Wörth, Rhineland-Palatinate. Stephan Strauss, Head of the Marketing Division for
Construction Materials, Industrial and Consumer Goods at DB Schenker Rail, and Hartmut
Kassuhn, Director of Logistics at the Palm Group, accepted the award in Berlin on 20 April.
The criteria for the award were the increase in efficiency and quality, close integration of
organisation and information technology, practice-oriented implementation of innovative
technologies, conservation of resources and a reduction of transfer times, administrative
expenditure, defect levels and logistics costs.
GERMANY
Nation-wide Logistics Day
On 15 April 2010, DB Schenker took part yet
again in the nationwide Logistics Day instigated
by the Federal Association for Logistics
[Bundesvereinigung Logistik BVL] by issuing
an open invitation to 14 of its sites. Over 600
pupils and students had the chance to gain an
insight into the complexity of logistics operations
and to learn about the entry opportunities
and day-to-day work carried out by a global
provider of transport and logistics service.
Photos: P. Widmann/mauritius images, Pablo Castagnola,
DB AG, Christian Trampenau
06 | RAILWAYS

St. Petersburg
ST. PETERSBURG/RUSSIA
Logistics Skills Centre Opened
Nottinghamshire
Berlin
The Skills Centre for Logistics at the Graduate School
of Management of St. Petersburg State University
founded last autumn by Deutsche Bahn AG and
Russian Railways (RZD) was opened on 17 March
2010. The logistics centre is dedicated above all to
application-oriented research in the field of logistics
and supply chain management and to the academic
training of students within the scope of bachelor and
masters programmes.
The intention is to train 180 students each year at
Russia’s first establishment of this type. Deutsche
Bahn and RZD will endow one senior and one junior
professor. There are also plans for the professional
development of employees of both railways at the
St. Petersburg institution.
Germany
PIRDOP/BULGARIA
Formation of DB Schenker Rail Bulgaria
27 May 2010 saw the launch of DB Schenker Rail Bulgaria EOOD in the
Bulgarian city of Pirdop at a ceremony attended by representatives
from the worlds of politics, business and the media. The previous
Bulgarian branch office of the Romanian DB Schenker Rail subsidiary,
Logistic Services Danubius SRL, is consequently now an independent
company, offering not only marshalling services for business enterprises,
but also transports using its own traction stock. DB Schenker Rail
Bulgaria EOOD has a workforce of 150 and a fleet of more than 23
locomotives and approx. 100 freight wagons. The company will be
managed by Dr. Hetzer (CEO), Liubomir Garchev and Eduard Iancu.
The first transports will commence before the end of June.
Pirdop
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Coverstory
Tuesday,
9:00h,
Fruit plantation in north-west Spain:
Stobart trucks pick the fruit from the
producer.
08 | RAILWAYS

Oranges
Photos: Nick White/Getty Images, Stobart Group/DB Schenker
for the UK
To keep the British supplied with fresh fruit and
vegetables from Spain, DB Schenker Rail runs a
weekly service between Valencia and London. The
refrigerated train is the longest rail connection in
Europe to be handled by one single operator.
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Coverstory
Valencia, Tuesday, 12 minutes to midnight: the train with
30 refrigerated container gets on its way. Over the next
50 hours, it will travel more than 1800 kilometres northwards,
crossing the Pyrenees, up to the north of France and
through the Channel Tunnel before finally reaching its destination
in London, where the white containers bearing the logos of DB
Schenker and Stobart forwarders are eagerly awaited. The containers
are carrying fruit and vegetables for Tesco, the largest
supermarket chain in the UK. If the train from Spain failed to
arrive, there would be no fresh produce in the Tesco branches on
Friday.
Spain is an important producer country for the north of Europe,
supplying the region with vegetables and subtropical fruit
after the season is over in the north. „For a long time, the seasonal
factor hindered the development of efficient transport solutions
between the Spanish producers and the British consumer market,“
explains David Kerr, Commercial Director for DB Schenker
Rail (UK) Ltd. „It was not profitable for either producers or importers
to maintain their own transport capacities for just a few
months of the year. As a result, they were dependent on shortterm
and expensive contracts with forwarders.“
Out of the control
room the cooling
units can be remote
telecommanded.
No risk of insufficient capacity utilisation
Then, in October 2009, DB Schenker Rail launched the first
through train for fresh produce from Spain to the UK, a service
which offers the customer maximum flexibility. Stobart picks
up the goods by truck from the producers‘ collection depots
and attends to loading at the container terminal. „Customers
can book larger or smaller capacities for the transport and do
not have to bear any risk of insufficient capacity utilisation
themselves“, says David Kerr. „Carrying the goods by rail ensures
that they arrive punctually two days later.“
The train from Valencia to London is the longest connection
in Europe to be handled by one single operator. This is a great
advantage for the customers, as it minimises delays resulting
from transfers and formalities between different transport companies.
The service only became possible following the establishment
of DB Schenker Rail‘s pan-European rail network.
The entire traction services in Spain and France are provided
by the DB Schenker Rail subsidiary Euro Cargo Rail (ECR),
whilst DB Schenker Rail (UK) is responsible for the transport
in England.
Remote controlled refrigeration plant
The train stops briefly at Portbou, the border station between
Spain and France. Spanish trains run on a broad gauge network
which is 233 millimetres wider than the standard Western European
gauge. Colossal reach stackers are therefore available at the
border to shift the containers onto other wagons. This procedure
takes four hours, and the trains then set off towards the English
Channel.
Valencia: Stobart collects the goods by
truck from the producers. At the freight
terminal, they are loaded in refrigerated
containers onto DB Schenker Rail trains.
Start
Tuesday,
23:48h
Murcia: There are plans to link
up the route with the fruit-growing
region around Murcia.
10 | RAILWAYS

Transport of fresh produce
from Spain to the UK
The service offered by DB Schenker Rail and Stobart forwarders
provides English supermarkets with a reliable
supply of fruit and veg from Spain.
The temperatures of each individual
container are transmitted
by satellite to Warrington,
from where the refrigeration
plant can be remote controlled.
The control centre is also
responsible for monitoring the
train movement in England.
Warrington: Stobart control centre.
Widnes: There are plans to extend the
route to the north-west of England.
Warrington
Arrival
Friday,
01:34h
Barking/London: The containers are
unloaded at the terminal and Stobart
distributes the goods to the supermarkets
in the surrounding area by truck.
Paris: ECR control centre.
Chart: Illuteam 43
Portbou: At the Franco-Spanish border,
the containers change over from broad
gauge to standard gauge wagons.
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Coverstory
Wednesday,
13:42h,
Tuesday,
23:05h,
Stobart handles the truck transport
from the producers to the container
terminal and the transhipment in
Valencia.
Border station Portbou: the containers
are being reloaded from spanish broad
gauge to normal gauge.
Thursday,
16:38h,
Crossing through France: train movement
and the temperature in the containers are
continuously monitored
12 | RAILWAYS

DB Schenker Rail uses state-of-the-art technology to ensure
that the perishable goods stay perfectly fresh during the journey.
The temperature inside each container can be controlled individually:
whether oranges or spinach, every single product is carried
under ideal climatic conditions. And to ensure that this remains
the case throughout the entire journey, the temperatures are monitored
continuously and adjusted if necessary. This does not
involve any extra work for the train crew, as the data is transmitted
by satellite to the Stobart control centre in Warrington in the
north-west of England, which has remote control over the refrigeration
plant on board the train.
The train movement is also monitored continuously. If there
are any line closures or other disruptions, suitable measures are
initiated. While the train is in Spain and France, monitoring is
the task of the ECR control centre in Paris. Once it has reached
England, this becomes the responsibility of the DB Schenker
control centre in Doncaster.
The weekly service has met with an excellent response. „By
November, we were already carrying a million Spanish oranges
to England for our supermarket customer per train,“ says Kerr.
„In the meantime, other importers have also expressed interest
in this service.“
Nor do the high-tech containers remain empty on their way
back to Spain: they are used to transport palletised goods and
medicines. In order to enlarge the supply area, DB Schenker Rail
is planning to extend the service southwards to link up the fruitgrowing
region around Murcia in the south-east of Spain, and
northwards to Widnes in the north-west of England.
Friday, 01:34 a.m. : the train arrives at Barking container terminal
in the north-east of London. The containers are immediately
transhipped onto Stobart trucks so that the produce reaches
the supermarkets before they open – and the weekend rush
begins.
Contact | David Kerr
Phone: +44 (0)870 140-5097 | david.kerr@dbschenker.com
Photos: Stobart Group/DB Schenker
Without the train from
Spain, fresh produce
would lack in british supermarkets
on Fridays.
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Coverstory
INTERVIEW
A science in itself
David Kerr, Commercial Director of DB Schenker Rail
(UK) Ltd, explains the special requirements of fresh
food logistics
Who is the target group for the
refrigerated transports from
Spain to the UK?
The service is intended for Spanish
producers and British importers.
Britain imports 90% of
its fruit and 60% of its vegetable
requirements. The major supermarket
chains in Britain therefore
need to import thousands of
tonnes of fruit and vegetables
from Spain, for instance oranges,
lemons, lettuce and spinach.
Without these deliveries
from Spain, the fruit and veg
counters in Britain would look
relatively bare and some products
would not be available at
all at certain times.
What role does the seasonal factor
play in fresh food logistics?
The seasonal factor is one of the
central problems. Demand for
produce from Spain is especially
high in winter, when no fresh
leafy vegetables are available in
Northern Europe. Although
oranges are imported from the
Iberian peninsula all year round,
demand simply explodes in the
run-up to Christmas; in November
alone, we transported over a
million oranges from Spain to
the UK every single week.
It only makes sense for exporters
and importers to set up
their own transport capacities if
the volumes remain comparatively
constant. When the quantities
fluctuate strongly from
season to season, the risk of insufficient
capacity utilisation is
too high; accordingly, exporters
and importers prefer to
purchase short-term capacities
– but that is an expensive option.
Our refrigerated train offers
customers maximum flexibility:
they can book larger or smaller
capacities at short notice or on a
regular basis – and moreover at
prices that at least match those
of road haulage.
What about the transport
quality?
A truck can take up to 60 hours
to get from Valencia to London,
and there is a very high risk of
delay. Our trains arrive in London
after 50 hours and we can
guarantee punctuality and reliability,
thanks to DB Schenker
Rail‘s European network which
enables us to handle the transport
through Spain, France and
Britain, without having to rely
on other rail freight providers.
And finally, a word about freshness:
how do you ensure that the
produce arrives in the best possible
condition?
That is a science in itself, because
every single product requires
an exact storage temperature.
For oranges, lettuces and spinach,
the optimum is around
two degrees. Each individual
container can have a different
temperature depending on the
product being carried and each
has its own refrigeration plant.
During the journey, the temperatures
are monitored by a control
centre in Warrington, which
can also adjust them by satellite
control as necessary.
Friday,
02:18h,
at the Barking container terminal containers
are being reloaded to trucks.
Friday,
05:30h,
in a London supermarket: in time before the
shops open, the good are delivered.
14 | RAILWAYS

Photos: Horst Friedrichs (2), ISOPIX SPRL/action press
RAILWAYS | 15

Customers & Projects
Block Train across
the Balkans
DB Schenker Rail transports autoclaved aerated
concrete plants to northeast Greece.
A construction material with a
future: aac provides international
consultancy for the construction
and modernisation of autoclaved
aerated concrete plants.
16 | RAILWAYS

LINGEN
Germany
SOPRON
Austria
Hungary
Serbia
ORESTIADA
Macedonia
Greece
3,000 Kilometres Southeastwards
The aac transports travel from Lingen in Emsland to Greece via Austria,
Hungary, Serbia and Macedonia. The wagons reach the Austria-Hungary
border in single wagon load traffic and from there they travel to their
destination in the northeast of Greece in block trains.
Photo: Bundesverband Porenbeton; Chart: Illuteam 43
Autoclaved aerated concrete is a special construction material
because, despite its high strength, it consists
mainly of air. It is not just its low weight that has made
autoclaved aerated concrete increasingly popular in recent years.
Its favourable thermal insulation properties and excellent ecobalance
in production make it a construction material with a real
future.
Autoclaved aerated concrete is produced from a mixture of
quartz sand, limestone, water and some aluminium powder which
foams and swells up in a mould due to a chemical reaction.
The blocks are cut into their final shape while still soft and are
then steam hardened in an autoclave where heat and pressure are
applied. Anton Felber, Managing Director of aac-concept GmbH,
says, “Although autoclaved aerated concrete has been around
since the 1920s, we are constantly developing improvements to
the production technology. We are talking here not just about the
properties of the construction material itself but also about cost
efficiency and environmental compatibility during its production.”
aac-concept is a consultant with a global reputation in the construction
and modernisation of autoclaved aerated concrete
plants. In addition to providing consultancy, planning and project
management, the engineers from Schrobenhausen in Upper Bavaria
also put their customers in touch with plant manufacturers
and take care of the purchasing and supply of part and complete
plants.
Ecology Becoming Increasingly Important
According to Felber, “Ecology is playing an increasingly important
part in the operation of autoclaved aerated concrete plants
– so it was obvious to switch our transports to the environmentally
compatible railway. What’s more, DB Schenker Rail could
guarantee us better transport times for our transports to Greece
than we could get by using trucks.”
DB Schenker Rail recently transported an autoclave from Lingen
in Emsland to aac’s customer Porobeton in Orestiada in the
far northeast of Greece - a distance of over 3,000 kilometres. The
autoclave which will make the production of autoclaved aerated
concrete more efficient consists of a large number of individual
parts including plates and tubes. Annette Wilms-Langer from
Regional Sales South at DB Schenker Rail explains, “It was a challenge
to dismantle and load the plant so that the space available
in the wagons could be used to the best advantage.”
Earlier deliveries for aac meant transporting moulds and hardening
bases, and there was also a complete crushing plant which
is used to crush the waste materials occurring during production
so that they can be returned to the production process. Ms Wilms-
Langer says, “This means that we are dealing with very different
types of cargo which provide our loading consultants with fresh
challenges each time.”
The aac wagons initially reach Sopron on the Austro-Hungarian
border as single wagon load traffic. There they are formed
into block trains for their journey through the Balkans into
Greece. Wilms-Langer says, “Our Power Railer product offers
fixed connections in Southeast Europe several times a week, making
it possible for the aac deliveries to arrive in northeast Greece
in just one week.”
Contact | Annette Wilms-Langer
Phone: +49 (0)911 219-5562 | annette.wilms-langer@dbschenker.eu
RAILWAYS | 17

Customers & Projects
The Burgkirchen waste-to-energy plant
incinerates over 220,000 tons of residual
waste each year. Below: Unloading a special
container at the waste-to-energy plant.
18 | RAILWAYS

Clean Waste Transports
Every year 160,00 tons of waste
is delivered to the Burgkirchen
waste-to-energy plant by train.
Waste disposal within
the region covered by the
Joint Waste Management
Authority ZAS:
80 percent of the residual waste occurring in an
area with a population of a million is transported
to the Burgkirchen waste-to-energy plant by
train every working day.
The Joint Waste Management Authority of South-eastern
Bavaria [Zweckverband Abfallverwertung Südostbayern
ZAS] has been using DB Schenker Rail for its waste logistics
for over 15 years. Now the working relationship has been
extended yet again following an EU-wide tendering process.
The ZAS is responsible for the thermal treatment of domestic,
bulky and commercial waste produced in seven administrative
districts. The region is home to approximately one million inhabitants
in an area that exceeds 7,000 square kilometres and accounts
for some 10% of Bavaria’s total land area.
The Burgkirchen waste-to-energy plant (WtE plant) incinerates
an annual volume of more than 220,000 tons of residual waste.
Whilst waste from the Altötting district is delivered directly to
the WtE plant using refuse collection vehicles, the ZAS has set up
waste transhipment stations in the other six districts. Here the
waste is compressed to a quarter of its original volume and tipped
into special large containers. These containers are placed on railway
wagons and transported to Burgkirchen each day.
The empty containers are then returned to the waste transhipment
stations. DB Schenker Rail is responsible for delivery and
pick-up of the containers on workdays, guarantees the recirculation
of 70 wagons with special equipment belonging to the ZAS
and ensures production handling of two trains (north train and
south train) each day.
Photos: Zweckverband Abfallverwertung Südostbayern; Chart: Illuteam 43
Optimum Price-Performance Ratio
DB Schenker Rail has been responsible for handling the transports
since 1994 when the Burgkirchen WtE plant went into
service. The contract for the retendered transport runs until the
end of 2012 with the option of extending the term by a further
year each year until 2019. Alfred Lossbrand, customer adviser in
the responsible Marketing Division for Construction Materials,
Industrial and Consumer Goods at DB Schenker Rail, said, “We
are very glad that we have again been able to persuade the ZAS of
our efficiency and performance. We have made special efforts to
leverage synergies and achieve additional operational optimisations
within the scope of the new contract for transport services.”
Robert Moser, commercial plant manager at ZAS added, “We
need a partner for our waste logistics that meets our demanding
technical, production-based and specialist requirements and one
that can guarantee the necessary resources in terms of staff and
machinery. We are very happy that, even after an EU-wide tendering
process, DB Schenker Rail will continue to work for the Joint
Waste Management Authority with its usual high quality and
optimum price-performance ratio.”
Marc van der Las, head of the industry team for waste disposal/project
business, considers the positive environmental effects
as an additional argument in DB Schenker Rail’s favour, “It’s possible
to save around 8,000 truck journeys a year by delivering
over 70 percent of the waste to the WtE plant by rail. This saves
on carbon emissions and avoids nuisance to residents from additional
delivery traffic.”
Contact | Alfred Lossbrand
Phone: +49 (0)7541 3921-30 | alfred.lossbrand@dbschenker.eu
RAILWAYS | 19

Customers & Projects
Continuation of a
Success Story
BBG Stadtoldendorf extends and expands its existing
transport contract with DB Schenker Rail.
DB
Schenker Rail transports up to 150,000 tons of gypsum
every year from Böhlen (Saxony) to Stadtoldendorf
in Lower Saxony - a success story that
started in 2002. This was when the former DB Cargo and BBG
Stadtoldendorf - a joint venture of six gypsum-processing companies
- signed a transport frame agreement.
The construction of a state-of-the-art gypsum unloading facility
with dedicated rail link and investments in innovative freight
wagons formed part of the agreement. The plant enables up to
eleven wagons to be unloaded at the same time with the result
that a block train is unloaded with just one shunting operation.
“By equipping the goods wagons with new radio technology, the
entire procedure for the 21 wagons takes only 30 minutes whereas
this work previously took up two days and required considerably
more staff,” remembers Hans-Joachim Habermeyer, responsible
Key Account Manager in the Marketing Division for Construction
Materials, Industrial and Consumer Goods at DB Schenker Rail.
The gypsum that arrives weekly in Stadtoldendorf in two to
three trains each carrying 1,300 tons, is FGD gypsum which is a
by-product arising during the conversion of coal to electricity in
power plants. Thomas Bremer, Managing Director of BBG Stadtoldendorf,
says, “Our security of supply has improved significantly
due to the cooperation with DB Schenker Rail and at the
same time the FGD gypsum transports have become more efficient.”
The environment gains a dual benefit from these transports:
on the one hand, the use of FGD gypsum conserves nature because
there is less need to mine natural gypsum and, on the other,
transport by rail makes a substantial contribution towards air
pollution control and noticeably relieves traffic on the roads.
These are convincing reasons as to why the company has now
extended its contract by a further three years. In addition to the
rail transports, for the next three years BBG Stadtoldendorf has
entrusted DB Schenker Rail with handling supplementary rail
transport logistics services that were organised jointly by BBG,
20 | RAILWAYS

Delivery and loading in Stadtoldendorf: Every train
has 21 wagons and brings 1,300 tons of FGD gypsum.
Up to eleven wagons can be unloaded at the same
time. The whole process takes only 30 minutes thanks
to state-of-the-art technology.
the Marketing Division and the Railports and Rail Projects Division.
After unloading, the FGD gypsum is transferred from the
goods wagons to trucks and then sets off on the last leg of its journey
to the gypsum processing plants in the surrounding area. The
Construction Materials Team at DB Schenker Rail’s customer
service centre takes care of the entire transport management process
including the organisation of transport recirculation and
proactive customer information. Those involved have become
well-rehearsed partners over the years which is an important
factor in the smooth operation of the transports and in the continuation
of this success story.
Photos: BBG
Contact | Hans-Joachim Habermeyer
Phone: +49 (0)951 407-8121 | hans-joachim.habermeyer@dbschenker.eu
RAILWAYS | 21

Customers & Projects
Girders for the Transrapid
Special transport for Max Bögl: 142-ton component travels by rail.
The Emsland Transrapid test facility is situated near Lathen
in Lower Saxony. The maglev train can reach speeds of up
to 450 kilometres/hour on the straight section of the track
that is just over 30 kilometres long. The requirements on the
components of the track section, which are produced by building
contractor Max Bögl, among others, are correspondingly high.
In March, DB Schenker Rail carried a particularly heavy load
to the Transrapid line. The transport started on 19 March on the
Max Bögl rail link in the Bavarian town of Neumarkt where the
25-metre long guideway girder weighing 142 tons was loaded
onto two flat cars with pivot bogies and an intermediate car. At
10 am next day the special train arrived on schedule at Dörpen
transhipment station in Emsland where two cranes and a special
truck were already waiting to handle the transhipment operation.
Walter Obermeyer, customer adviser in the Marketing Division
for Construction Materials, Industrial and Consumer Goods
at DB Schenker Rail, said, “We have to make meticulous prepara-
tions so that a transport such as this goes off without a hitch. This
is why we started the preparations for transport, transhipment
and follow-up jointly with the Railports and Rail Projects Division
at the end of last year.”
Especially detailed plans had to be drawn up and Max Bögl
had to develop special loading skids for loading and securing the
load because the girder exceeded the “German loading gauge”.
Franz Koschella, Commercial Manager for Transport and
Equipment at Max Bögl, was relieved when the transport reached
its destination on time, “We would probably have had to wait
several weeks for a new permit if the girder had not arrived on
time.”
Contact | Walter Obermeyer
Phone: +49 (0)89 1308-3644 | walter.obermeyer@dbschenker.eu
Transrapid girder: arrival of
the special train in Emsland
22 | RAILWAYS

Photos: http://bahnbilder.warumdenn.net, DB Schenker, Matthias Jung/laif
Smooth Rails
for Greece
A Speno grinding train travels from
Munich to Thessaloniki.
Rails have to be maintained,” explains Rudolf Koller, Commercial
Director at Speno International SA. “Otherwise,
over time the unevenness that occurs due to stress may lead
to damage to the whole superstructure, locomotives and rail cars.
Uneven tracks also mean more noise generation and higher energy
consumption.”
Speno is a global specialist for rail maintenance. 196 operators of
rail networks from Egypt to Venezuela consult the company that
has its headquarters in Geneva on all questions relating to rail maintenance.
And Speno also helps to carry it out
by developing, producing and supplying machines for the construction
and maintenance of track systems - including grinding
machines and complete grinding trains that are used to eliminate
surface defects on tracks.
Deutsche Bahn also makes use of Speno’s expertise and technology;
but frequently the Swiss switch from being service provider
to customer. At the beginning of the year, for example, when Speno
needed the assistance of the Rail Logistics and Forwarding Division
(DB SCHENKERrailog) of Schenker Deutschland AG to transport
a grinding train from Munich to Thessaloniki in Greece. The monster
consisted of a locomotive, the actual grinding train with no
fewer than 16 axles, three living cars and a materials car. Gert Schäfer,
Key Account Manager at DB SCHENKERrailog, said, “A train such
as this can’t simply drive through five different countries to where
it’s going to be used under its own power. This is why we haul it to
Greece using locomotives that comply with the signalling and
safety systems in each country. The specialists at DB SCHENKERrailog
also took care of obtaining the relevant transport licences and
control of the train throughout the transport.
On 9 February 2010, the grinding train set off on its journey from
Fischamend in Lower Austria via Hungary, Serbia and Macedonia
to Thessaloniki where it arrived five days later.
It began the return journey on 3 May when its mission was complete.
According to Rudolf Koller, “We can’t afford to have any
nasty surprises on assignments such as these. We rely on the train
arriving at its destination on time and undamaged and that’s why
we trust in the expertise of DB SCHENKERrailog.”
Contact | Gert Schäfer
Phone: +49 (0)6107 98868-603 | gert.schaefer@dbschenker.com
Better service
quality
DB Schenker Rail wins international
transport contract from Opel.
DB Schenker Rail now carries goods to Poland for Opel.
Since 1 April, it has operated six pairs of trains per week
from the Opel plant in Bochum to Gliwice in Silesia,
where Opel‘s parent company, General Motors, has a production
plant. „This means we are responsible for the entire components
transport between Bochum and Gliwice-Łabędy,“ says
Paweł Pucek, Head of Product Management at DB Schenker
Rail Polska, proudly. „This contract underlines the confidence
that Opel has in our company.“
Before the contract could be signed, numerous meetings
were held with the customer to develop a transport concept
that satisfied Opel‘s special requirements. „We were able to improve
the service quality for Opel on various counts,“ explained
Jürgen Wernstedt, the responsible Key Account Manager at
Schenker Automotive RailNet. One central dispatcher, for example,
is now available on the spot to provide information
and support for the customer. The waybills are drawn up by
the DB Schenker Rail Customer Service Centre in Duisburg
and the dispatchers at DB Schenker Rail Polska, which simplifies
matters for Opel even more.
Contact | Paweł Kornatowski
Phone: +48(0) 22 622-0543 | pawel.kornatowski@dbcargo.com.pl
iter im Bochumer Opel-Werk: Von hier fahren sechs Mal wöchentliche
Züge nach Schlesien.
Employees at the Opel
plant in Bochum: trains
travel from here to Silesia
six times a week.
RAILWAYS | 23

Customers & Projects
Intelligent
Transport Chain
Even without its own link to the rail network,
Papierfabrik Fripa has been able to switch two thirds
of its pulp transports over to rail.
Sanitary papers by Fripa: Environmental
protection and sustainability are very
important to the manufacturer.
24 | RAILWAYS

Soft paper handkerchiefs, delicate toilet tissue and strong
cleaning cloths and kitchen towels are just part of the range
produced by Fripa Papierfabrik Albert Friedrich KG. In the
international market for sanitary paper products, Fripa is particularly
well known for its flexibility, reliability and innovation.
Environmental protection and sustainability play an important
role at Fripa both in production and logistics. As a result, the company
uses a high proportion of waste paper in the production of
its toilet tissue, paper handkerchiefs and other tissue and crepe
papers. Fripa’s recycled products carry the “Blue Angel” environmental
label. Fripa covers its annual requirement for primary fibres
(pulp) exclusively from suppliers who practice environmental
forest management.
The majority of this pulp comes from European production
and is delivered by sea-going vessels. Carmen Samorski, Purchasing
Manager at Fripa, says, “Five years ago we decided for environmental
reasons to place greater emphasis on using the railway
again for transport from the ports to our main plant in Miltenberg,
Lower Franconia. At the beginning of 2001 the rail connection
had to be shut for infrastructure reasons and as a result our plant’s
link to the railway network was lost. However, we never completely
lost sight of the possibility of deliveries by train and this
meant having to find a new solution.” Together with the Fr. Meyer’s
Sohn logistics company that specialises in transporting paper
and pulp, Fripa and DB Schenker Rail’s Marketing Division for
Construction Materials, Industrial and Consumer Goods developed
a transport concept that led to the resumption of pulp transports
by train and to a gradual increase in the volumes
transported over the last five years.
Rolf Hadeler, Team Leader responsible for Pulp & Paper (seaport-hinterland)
in the Marketing Division explained, “Miltenberg
station has a private loading siding that has only been used so far
by a timber dealer. As the siding’s capacity was not exhausted,
Fripa was also able to use the system as a sub lessee.” Since then
four high-capacity wagons loaded with pulp arrive in Miltenberg
every day and are transhipped by Fripa onto trucks using its own
equipment and staff. Transhipment has the advantage that the
pulp can be taken either to the warehouse in neighbouring
Grossheubach or directly to the mill for further processing as required.
Fr. Meyer’s Sohn deals with organisation of the transport
chain from arrival at the seaport to planning of the rolling stock
and allocation at the loading siding; DB Schenker Rail carries out
the rail transport and ensures that the mill is supplied reliably
using the industry product DB SCHENKERpaper-solution. Fripa
now covers around two thirds of its pulp requirements by this
route. Carmen Samorski explains, “The solution gives us more
flexibility in terms of time when unloading and distributing the
pulp to the warehouse or production. We have also created two
new jobs at Fripa.”
Andreas Noack, Managing Director at Fripa, adds, “Environmental
factors played a huge role in our decision-making. Motorways
and regional roads in the Main Valley are relieved of
approximately 1,700 truck transports a year; the environment
benefits because there are fewer harmful emissions. We were even
able to convince our suppliers of the advantages and they supported
the transport solution using DB Schenker Rail, so it was a
successful idea all round!”
Photos: Fripa
Contact | Rolf Hadeler
Phone: +49 (0)421 221-2350 | rolf.hadeler@dbschenker.eu
RAILWAYS | 25

Markets & Innovation
Transport volume: 20.6 billion tonne-kilometres
Challenge
us!
DB Schenker Rail (UK) is the largest rail
freight operator in the UK. The company
intends to strengthen its position as
market leader in Britain by focusing on
service and innovation.
316,684 freight train journeys
The United Kingdom is the motherland of modern railway.
The first steam engine, the first public railway line and
today‘s standard 1435-millimetre gauge are just some of
the many innovations that originated in the British Isles. Right
from the start, freight transport was the driving force behind the
technical and economic development of the railway, and in terms
of transport volume, the UK is still one of the largest rail freight
markets in Europe. According to the Office of Rail Regulation
(ORR), in fiscal year 2007/2009 over 300,000 freight trains travelled
the approx. 16,000 km length and breadth of Britain’s rail
Rail’s share of total freight traffic: 8.3 percent
network. They provided a transport capacity of 20.6 billion
tonne-kilometres. Rail’s share of total freight traffic in 2007
(more recent figures not yet available) was 8.3 percent. The present
railway landscape in the UK is the result of the British
government‘s decision to privatise British Rail, the state railway
company which operated the country‘s rail infrastructure as well
as all passenger and freight trains. In February 1996, the bulk
goods business was sold to North and South Railways, which later
became English Welsh & Scottish Railways (EWS), whilst a
management consortium entitled „Freightliner“ took over the
intermodal business. Deutsche Bahn took over EWS in 2007 and
renamed the company DB Schenker Rail (UK) two years later.
Market leader
The British member of the DB Schenker Rail European network
is now the leading freight operator in the country, but is
faced with fierce competition from other market players.
Service and innovation are the key factors which have earned
DB Schenker Rail (UK) a market share of meanwhile approx. 60
per cent.
Over the past few months, DB Schenker Rail (UK) has succeeded
in winning important new transports that were previously
handled by its competitors. These include contracts with the
Royal Mail, the oil corporation Murco Petroleum and Network
Rail, the British rail infrastructure manager. “In an environment
as competitive as the British rail freight market, customers vote
with their feet,” explains Alain Thauvette, Chief Executive of
DB Schenker Rail (UK). “Our business model allows us to offer
26 | RAILWAYS

Railway network: 15,814 kilometres
Photo: Ken Marshall/Fotolia
a high standard of service at low prices, which is why we are
repeatedly successful in winning new and important contracts.”
The corporate structure is geared specifically to the customers,
one of the keys to the company‘s success. The “Industrial” business
segment looks after customers from the energy sector and
industry, “Construction” works for companies from the construction
and infrastructure sectors, and “Logistics” provides terminals
and logistics services. “This organisation ensures that our customer
support agents are not only thoroughly familiar with all rail
freight issues, but are also experts in the different industrial sectors
of their own customers,” states Thauvette. “We know the
specific requirements of our clients and can consequently draw
up tailor-made offers that meet the long-term requirements of
our customers.”
New markets
According to the annual statistics of the Office for Rail Regulation
(ORR), the transport volume in the British rail freight market
fell by 2.6 per cent in fiscal year 2008/2009 compared to the previous
year. The figures for 2009/2010 are not yet available, but
the global recession will obviously have led to further reductions
in the figures for some areas, especially for steel and coal. DB Schenker
Rail has taken appropriate steps and adjusted capacities to the
decline in demand.
It has also launched several programmes to compensate for the
drop in sales resulting from the economic downturn.
One of these was the “Challenge Us!” campaign. “We asked
companies to state the conditions under which they would be
prepared to switch road transports over to rail,” says Thauvette.
“The campaign has been a total success and we have won several
new contracts, especially in the intermodal sector.”
Despite the present economic slump, the British government
aims to double the volume of rail freight transport by the year
2020. DB Schenker Rail (UK) is making every effort to ensure that
it will benefit from that trend. This meant developing new markets
and promoting innovation. Thauvette provides a current example:
“Last autumn, our engineers converted a coal wagon to create
the first multi-user wagon for biomass in the UK. This will allow
us to enter into a completely new market segment.” (see Railways
2/2010). Another innovative product which will attract new customers
is the transport of fresh produce from Spain to England
(see article in this issue), which has made Spanish fruit and vegetable
producers and British importers independent of short-term
expensive transport services.
“The United Kingdom is a major rail freight market and is closely
networked with the other European markets,” says Thauvette.
“We are determined to make continuous improvements to our
range of services and to strengthen and expand our position in the
European network of DB Schenker Rail.”
Contact | Alain Thauvette
Phone: +44 (0)870 140-7071 | alain.thauvette@dbschenker.com
RAILWAYS | 27

Markets & Innovation
Combined Transport
set for growth
After a painful year in 2009, the economy is beginning to recover.
Rail freight is also noticing an upturn in business, especially in the
Combined Transport sector.
Last year was a hard one – for the European national economies,
for the transport industry and for the rail freight
business. The Combined Transport (CT) segment of DB
Schenker Rail also suffered, losing roughly a fifth of
its business during that time.
Meanwhile, however, not only the optimists
see the first signs of a turnaround:
the figures for the first
quarter of 2010 have improved
substantially for those industries
which are rail freight‘s
major customers, such as
crude steel production and
automobile manufacturing.
The recovery of the
global economy therefore
appears to have
reached the transport
industry and there is a
noticeable increase in
demand. However, no
one dares hazard a forecast
for 2010 as a whole
– the stability of the upswing
is still too uncertain.
The seaports are important
benchmarks for judging
the economic recovery: freight
throughput at German ports
slumped by a good 17 per cent last
year, down to the level of 2002/2003.
In the meantime, additional transports and
increases in volume of around five per cent have
been reported for maritime traffic to and from the ports.
This is a welcome development which is only slightly dampened
by the prediction of the Central Association of National Seaports
(ZDS) that it will be 2013/2014 until the industry again reaches
the record levels of 2008.
New international transports
DB Schenker Rail benefits from that trend, particularly in the
Combined Transport segment. „During the first four months of
the year, we managed to win a whole number of new transports
and increase transport frequencies,“ says Andreas Schulz, CT
Sales Manager at DB Schenker Rail.
The company operates transports from Neuss to Vienna for
its customer Kombiverkehr. Five times a week, it handles
transports from Rotterdam and Antwerp
to Verona on behalf of Hupac; three round
trips a week go from Rotterdam to
Prague for the Metrans company.
DB Schenker Rail also bagged the
contract for an important deal
in the Netherlands: on behalf
of Rail Terminal Tilburg/
Distri-Rail, it transports
containers with consumer
goods and electronics
products. These goods
from overseas are carried
from Rotterdam to
Eindhoven and Tilburg
five times a week.
„The trend for transports
from the German
seaports to destinations
inside the country is similar,“
says Schulz. Almost
all customers have increased
their weekly departure frequencies
on existing routes.
Despite the higher capacities, the
utilisation factor is still good.
Forecasts by the International Union
of Railways UIC confirm the positive trend
and predict further increases in volumes for CT
over the coming years. „There is growing demand for
intelligent concepts which link rail with other transport modes.
Accordingly, Combined Transport can look ahead to a promising
future,“ claims Karsten Sachsenröder, responsible for CT and
Member of the Management Board of DB Schenker Rail.
Contact | Andreas Schulz
Phone: +49 (0)6131 15-67210 | andreas.ae.schulz@db-intermodal.com
28 | RAILWAYS

Ambitious Targets
Xrail, the European rail freight operators alliance, starts its roll-out
gradually introducing the new quality standards for wagonload traffic
on more and more routes.
Photo: Corbis; Chart: Illuteam43
Wagonload traffic is enormously important in European
rail freight traffic. It accounts for around half of all
freight transports by rail and studies show that there
is considerable potential for further growth. In recent years, however,
this potential has by no means been fully utilised. It was for
this reason that seven rail freight operators joined forces to form
the Xrail alliance in 2007 on the initiative of the International
Union of Railways UIC. The aim: the founding members CD
Cargo (Czech Republic), CFL Cargo (Luxembourg), DB Schenker
Rail (Germany, Netherlands, Denmark), Green Cargo (Sweden,
Norway), Rail Cargo Austria (Austria, Hungary), SBB Cargo
(Switzerland) and SNCB Logistics (Belgium) wish to cooperate
more closely and avoid duplicating resources. This should have
a three-way benefit for customers. The aim is to improve the reliability
of transports, to make carriage more transparent and to
shorten the offering process.
The Xrail company was formally established in Brussels on 24
June after the alliance agreement had been signed earlier this year
in February. But collaboration between the partners was already
in full swing ahead of the company formation.
Sven Budde, Project Manager for Xrail at DB Schenker Rail,
says, “Reliability is the focus of Xrail’s work and this is where we
have set ourselves ambitious targets. We want at least 90 percent
of shipments in international wagonload traffic to reach the customer
on time.” Coordination between the partner railways regarding
wagon transfer will be improved in order to meet this
target. For the first time ever, Xrail is also introducing information
that covers international timetables from origin to destination;
this will improve the customer’s ability to schedule and track the
movement of transports.
Xrail can already guarantee the prescribed punctuality targets
on specific routes. The next step is to guarantee high standards
of quality uniformly. The partners are currently working all-out
on an international capacity management system with this very
aim in mind.
The booking of resources via a central platform should then
make it even easier to plan and schedule transports accurately.
International Transport Schedule
For the first time ever, there will also be an international transport
schedule that consolidates the transport schedules of all the
individual partners. Then by entering the time, point of dispatch
and destination, customers will be able to obtain information
about the transport including its estimated arrival time. This will
be based on an IT system which is currently in the test phase. In
addition to the features mentioned, it will also be possible to make
planned/actual comparisons during the transport and in the event
of delays it will send alerts to the customer with real-time information
and the new estimated time of arrival.
The partner railways will also be able to use the system to call
up key performance indicators that will serve as the basis for continual
improvement.
There are also moves afoot to speed up the offering process for
international transports. This means improving and simplifying
the coordination processes between the partner railways.
According to Budde, “There have been many cases previously
where it has taken far too long for the customer to obtain a quote.
In future we intend to respond to standard enquiries within no
more than three days.”
Xrail is currently in the pilot phase and the first customers are
already being handled in line with Xrail standards. The results
are very promising. Now it is time to begin the seamless transition
towards roll-out. There will be a gradual introduction of further
routes on which customers will be able to enjoy these high standards
of quality. So far the network is growing exclusively due to
the addition of existing freight traffic although the intention is
also to acquire new traffic for Xrail as soon as possible.
Budde sums up, “Xrail is an asset to our customers because
transport quality, transparency and offering processes are all improving.
The environment will also benefit because we intend to
use Xrail to boost wagonload traffic with the aim of switching
more transports from road to rail.”
Contact | Sven Budde
Phone: +49 (0)6131 15-62076 | Sven.Budde@dbschenker.eu
RAILWAYS | 29

Company & People
Porsche Supplier
Award for Top
Performances
The sports car maker awards the intermodal
transport concept of Deutsch Bahn’s subsidiary
ATG.
The Automotive Market Unit of DB Schenker Rail was one
of the ten top suppliers and service providers to be presented
with the “Porsche Supplier Award 2010” by car maker
Porsche at its Leipzig plant on 25 March.
The award went to Deutsche Bahn’s subsidiary Autotransport
Logistic GmbH (ATG) which provides intermodal rail and road
logistics services for Porsche. The best suppliers of the year are
chosen by Porsche on the basis of the following criteria - quality,
performance, flexibility and customer service.
ATG developed a special transportation concept for the sports
car manufacturer, in which the technical and organisational criteria
required for the transportation of new Porsche cars by rail were
implemented throughout the entire process in compliance with
the specified quality standards. The project was given top priority
and ATG subsequently provided the required transportation capacity
in the closed car transporter segment quickly and flexibly.
The required processing of rail shipments was organized with
DB Schenker Rail. Axel Marschall, Head of Automotive Rail at
DB Schenker Rail, said, “The award shows that we meet the requirements
in terms of performance and modern management
methods to the complete satisfaction of a demanding customer -
our most important guiding principle.”
Porsche AG has placed its trust in the rail services of Deutsche
Bahn and its subsidiary ATG since 2000. DB Schenker Rail is responsible
for delivering bodyshells from Bratislava in Slovakia to
Leipzig, for example, while components for the new Panamera
are being shipped by rail from the VW plant in Hanover to the
plant in Saxony. Over half of the completely assembled vehicles
earmarked for shipment across the Atlantic are taken to the North
Sea ports on special trains. In 2009, the Automotive Market Unit
of DB Schenker Rail generated revenues of more than half a billion
Euros with shipments and logistics solutions for the automotive
industry. Its customers include the major car makers in
Germany and the rest of Europe. Around 200 trains transport cars
or components throughout Europe on a daily basis. Over three
million completely assembled vehicles were shipped by DB in
2009.
30 | RAILWAYS

From left to right: Andreas Schulz, Sales Manager Intermodal
Division of DB Schenker Rail, Hans Pieper, Managing Director of
PKV and Armin Riedl, Managing Director of Combined Transport
High-Performance Hub
The second construction phase of the intermodal transport terminal in Duisburg is
complete. Its importance for continental and maritime traffic continues to grow.
Photos: DB AG , DB AG/Michael Neuhaus
D
uisburg is an important hub in European combined transport.
It is here that the Combined Transport Planning
Company [Planungsgesellschaft Kombinierter Verkehr
PKV] operates the PKV terminal, one of Germany’s most important
intermodal transport terminals. It is owned equally by
DB Schenker Rail Deutschland AG and the operator Kombiverkehr
AG.
Containers, swap bodies and craneable trailers are transhipped
in the PKV terminal, opening up a huge number of additional
opportunities for connections within Europe for customers of
Combined Transport. The terminal is the starting and finishing
point for many national and international trains. Maritime and
continental connections also link up here.
Between its opening in 1992 and 2008, the transhipment of consignments
in Duisburg has increased continuously to 185,000
loading units a year. In 2009 the volume dropped to 175,000 consignments
due to the global economic crisis. According to Hans
Pieper, Managing Director of PKV, “The 6 percent drop is, however,
well below the overall drop in Combined Transport. This is
due to the huge importance of the PKV site in transit, for the
European networks of freight operators. This year we anticipate
an increase to approximately 190,000 units.“
Important Milestone
PKV has already begun the second expansion phase to further
increase transhipment capacity and efficiency. The company announced
the completion of the second construction phase on 22
April 2010 after the number of tracks had been increased from
six to nine in 2007. In this case track 9 was extended to a length
of 780 metres thus increasing the terminal’s transhipment capacity
to 220,000 loading units.
Andreas Schulz, Sales Manager Intermodal Division of DB
Schenker Rail Deutschland AG, explains, “Expansion of the PKV
terminal is an important milestone in safeguarding the future of
Combined Transport using customer-oriented traffic concepts.”
Armin Riedl, Managing Director of Combined Transport, goes
on, “The new length of track at this site is enormously important
for the development of seaport-hinterland transport services.”
Thanks to the new track it is now possible in the PKV terminal
to tranship trains that are longer than the usual 600 metres without
the need for complex and time-consuming shunting operations.
“This speeds up transhipment and has a positive effect
on the truck turnaround times.”
Due to its excellent geographical location, the PKV Terminal
Duisburg is an important building block in the European network
of DB Schenker Rail’s Intermodal Division. Schulz says, “Duisburg
is an important hub for our continental transport services
and at the same time is a vital node for our maritime business.
What’s more, we have the opportunity here to combine both
segments. The expansion will help us to design our traffic concepts
with even greater focus on the customer.“
Contact | Andreas Schulz
Phone: +49 (0)6131 15-67210 | andreas.ae.schulz@db-intermodal.com
RAILWAYS | 31

Company & People
Russia Express
In June, Deutsche Bahn and RZD rolled out the “Moscovite”,
a regular direct service from Duisburg to Moscow. The container
train offers a fast, inexpensive and environmentally friendly
alternative to truck transport.
Saint Petersburg
Moscow
other Areas
in Russia
Chemicals Industry
Duisburg
Brest
Duisburg–Brest–Moscow (from left to right) service:
direct access to Russia and Asia.
to Kazakhstan
and Mongolia
Chart: Illuteam 43; Photos: OAO TransContainer, Getty Images, Bertrand Rieger/Laif,Roberto Koch/Laif

Europe and Asia are growing ever closer – not least thanks
to Trans Eurasia Logistics GmbH (TEL), a joint venture
between Deutsche Bahn and the Russian state railway
RZD. As from 12 June, the container train “Moscovite” will provide
a regular connection between Duisburg and Moscow. From
there, TEL‘s partner company TransContainer offers a further
range of direct connections, for example to Saint Petersburg, to
the chemical plants of southern Russia, to Siberia, Kazakhstan
and Mongolia.
A growing number of companies are now looking for reliable
and inexpensive alternatives to road haulage for their transport
requirements to Russia and Asia. In addition to the technical criteria
and price, they increasingly consider the ecological impact
of their transport logistics – and this is where rail comes in: CO2
emissions by freight trains amount to just 24 grams per tonnekilometre
– less than a third of the greenhouse gases emitted when
the goods are carried by road
Full-service package
Container trains are suitable for the transport of almost all
kinds of freight, especially extremely valuable or very heavy products.
On request, TEL can also provide the containers for the
customer. The train departs from Duisburg at 5 a.m. on Saturdays
and runs via Malaszewicze to Brest on the western border of Belarus,
where the containers are transferred to Russian wide-gauge
wagons. From there, they continue non-stop to Kunzevo II terminal
in Moscow, where the Moscovite arrives at 3 p.m. on Fridays.
The containers can be delivered to the customer‘s depot the
very next day.
“Our direct train allows us to guarantee our customers a transport
time of just seven days. We also offer them a combined CIM-
SGMS waybill, which means faster customs clearance,” explains
Sabine Bund, Managing Director of TEL. “These additional optional
services enable us to offer a full-service package at an attractive
price.”
The standard package includes train control across the entire
route through Germany, Poland, Belarus and Russia, including
the provision of a daily status report. TEL also attends to container
handling at the departure and arrival terminal as well as the
border crossing in Brest, and also deals with the transport documents
and customs clearance procedures. One central contact
and a 24-hour hotline are available throughout the transport. TEL
can optionally provide containers or organise the pre- and post-rail
legs of the journey. The company also offers a whole range of special
services such as warehousing, arranging transport insurance
or the installation of the customer‘s GPS equipment in the containers.
One of the first companies to use the Moscovite was DB Schenker
BTT, the tank container specialists. “This product provides
competitive advantages for customers who produce goods at international
locations, as it helps them raise production stability,”
explains Dr. Jörg Hilker, Managing Director of DB Schenker BTT
GmbH.
„The Moscovite has many advantages to offer in terms of speed,
punctuality, ecology, prices and extra services,“ sums up Sabine
Bund. “It is therefore likely to become the means of transport of
choice for many consignments.”
Contact | Sabine Bund
Phone: +49 (0)30 297-54800 | bund@trans-eurasia-logistics.com
RAILWAYS | 33

Save the Date
Save the Date
DB Schenker Rail will be participating in all the
key trade fairs and industry events throughout
Europe. Come along and meet us in person.
26 to 29 August 2010/Klagenfurt (Austria)
DB Schenker Nieten will be exhibiting at the 51st International Timber Fair.
www.holzmesse.info
13 to 17 September 2010/Munich (Germany)
DB Schenker Rail’s Marketing Division for Construction Materials, Industrial and Consumer
Goods will be taking part in the environmental fair IFAT ENTSORGA 2010.
www.ifat.de
20 to 22 October 2010/Berlin (Germany)
DB Schenker Rail and DB Schenker Logistics will be represented at the 27th German
Logistics Congress.
www.bvl.de
28 to 29 October/Reus (Spain)
DB Schenker Rail’s Marketing Division for Construction Materials, Industrial and Consumer
Goods will be at the European Commodities Exchange.
www.reus2010.com
Imprint
Publisher
DB Schenker Rail
Marketing Rail
Rheinstraße 2
55116 Mainz
Responsible for content
Hendric Fiege, Head of
Marketing Rail (responsible for
content in accordance with the
German Press Act)
Annette Struth, Head of
Marketing Communications
Project Management
Kirsten Häcker
Rheinstraße 2
55116 Mainz
Telefon: +49 (0)6131 15-60137
E-Mail: kirsten.haecker@
dbschenker.eu
Publisher
G+J Corporate Editors GmbH
Stubbenhuk 10
20459 Hamburg
Editing
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Graphic design
Elisabeth Herzel,
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Renningen
Contact the Editor:
L-railways@dbschenker.eu
ISSN 1867-9668
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DB Schenker’s website:
www.dbschenker.com
Information for new customers:
DB Schenker Rail GmbH
Marketing Rail
Rheinstraße 2
55116 Mainz
E-Mail: neukundenservice@
dbschenker.com
Service-Number for new
customer information:
Phone: 0180 331050*
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34 | RAILWAYS

On the Move
Charlie Maddocks is Head of Disposals and
Retrofit at DB Schenker Rail (UK) in Toton,
Nottinghamshire.
Five servings at once
Charlie Maddocks explains the linguistic and cultural differences that face
Brits in Germany.
Photos: Tobias Thomassetti/Stock4B, DB Schenker
The most noticeable difference between Germany and
the UK is the amount of German people you meet that
speak really great English whether it be in a shop, train
station or on the telephone! But if a German person
hears a UK accent, then many immediately switch to English,
which, whilst being helpful, does not give us much
chance to practise our ever growing vocabulary.
A lack of practice in using the language can lead to
some amusing misunderstandings. Once I ordered a
beer for myself and my colleagues in German at a pub
in Mainz; the waitress obviously understood something
completely different from what I was trying to say, as
she brought twice as many beers as I had actually wanted.
The situation was similarly difficult for an English
colleague who ordered a dish in a restaurant in his still
somewhat basic German. Imagine his surprise when the
waiter appeared with five servings.
I now have German lessons once a week and I am
slowing improving although my accent does give my
German colleagues some amusement at times! But this
is an improvement on my first trip to Germany when I
hardly knew any of the language at all! I found myself
worrying that I might board the wrong train at Frankfurt
Airport, imagine my relief when the train did actually
stop at Römisches Theater station in Mainz. However,
once I was sitting in a compartment on a train when a
lengthy announcement that I did not understand came
over the PA. Gradually, all the other passengers left the
train until there was only me left. So I finally also got off
– just in time before the train was towed off to the repair
shop. But that would never happen now!!
Nor should the differences in etiquette be underestimated
by Brits working in Germany. Whereas it is common
in the UK for colleagues to call each other by their
first names , in Germany it is usual to address colleagues
as „Herr X“ and „Frau Y“ – but we are getting used to
this now. The Germans are also much more formal when
it comes to meetings: in Germany, you draw up an agenda
and invite people to a meeting, whereas in the UK we
tend to be more informal in our approach where a quick
conversation on the phone or a brief hastily arranged
chat around the desk may suffice in some cases.
Whilst Germans may be a little more formal at work,
the opposite is true at public celebrations. Last year, I
was in Mainz for the start of the carnival season on 11
November, and the streets were full of people wearing
fancy dress and drinking – it reminded me of some of the
carnivals in the UK, especially Nottinghill with it’s lively,
fun atmosphere.
But apart from these two diverse situations of work
and carnival, Germany has many things in common with
the UK: the people are friendly, the scenery is magnificent
and there is a rich cultural life. I am determined to
work hard at my German language so that I can become
even more involved in that life and gain a greater understanding
of the culture.
RAILWAYS | 35

DB Schenker Rail GmbH
Marketing Rail
Rheinstraße 2
55116 Mainz
Internet: www.dbschenker.com
E-Mail: neukundenservice@dbschenker.eu
Service number for new customer info:
Phone: 0180 5 331050*
*14 Cent/min. from the German landline network,
mobile phone charges may vary